Trolley-pole.



PATENTED JULY 17, 1906.

A. NEUBBRT. TROLL-BY POLE.

APPLICATION FILEDNOV. 5, 1903.

Witnesses I MZMM Attorney In; Noemi psrzns cc, wAsumcmrv, n. c.

UNITED STATES PATENT OFFICE.

AUGUSTUS NEUBERT, OF ELIZABETH, NEW JERSEY. ASSIGNOR OF ONE- HALF TO EDWARD H. RADEL, OF NEW BRUNSWICK, NEW JERSEY.

I TROLLEY-POLE.

Patented July 17, 1906.

Application filed November 5, 1903. Serial No. 179,986.

To all'whom it may concern:

Be it known that I, AUGUSTUS NEUBERT, a citizen of the United States, residing at Elizabeth, in the county of Union and State of New Jersey, have invented certain new and useful Improvements in Trolley-Poles, of which the following is a specification, reference being had therein to the accompanying drawings.

My invention relates to improvements in trolley-poles for electric-railway cars and it consists in the construction and arrangement of devices hereinafter described and claimed.

My improved trolley-pole is especially adapted for use on trolley-lines equipped with the improved cross-town arches described and claimed in my copending application for Letters Patent of the United States, Serial No. 184,642, filed December 10, 1903, and equipped also with'my improved switch-arches described and claimed in my copending application for Letters Patent of the United States, Serial No. 181,734, filed November 18, 1903.

In the accompanying drawings, Figure 1 is a perspective view of a trolley-pole and trolley-wheel embodying my improvements. Fig. 2 is an elevation of the same in connection with a cross-town arch, the latter being indicated in cross-section. Fig. 3 is a detail perspective view showing a modified form of my improved trolley-pole.

The trolley-pole 1 here shown is hollow and is provided with a fork 2, the arms 3 of which are appropriately spaced apart and lie in parallel vertical planes. The trolley-wheel 4 is mounted for revolution between these arms, and its lateral sides are nearly in contact with the inner sides of said arms, as shown. This prevents the trolley-wire a from getting between the trolley-wheel and either of the fork-arms. The latter are of such length as to have extended portions 5, that project beyond the periphery of the trolley-wheel, and at the outer ends of the said extensions the fork-arms are provided with outwardly-diverging prongs 6, which extend in front and rear of the trolley-wheels and also above it. In the form of my invention shown in Fig. 1 these prongs are in the same planes as the fork-arms. In the form shown in Fig. 3 the prongs of the respective fork-arms diverge laterally. This enables the trolley-wheel to be readily applied to the trolley-wire, as the laterally-diverging prongs serve as guides to coact with the trolleywire and direct the trolley-wheel thereto. The prongs of the trolley-fork in both of the forms of my invention here shown serve to pass on the inner sides of the side walls of the arches at the crossings and switches of the trolley-wires and by c'oaction with said side walls of the arches prevent the trolley-wheel from casually disengaging the trolley-wire while passing through and under the arches. The side walls of the arches are sufficiently spaced from the trolley-wires to afford clearance for the prongs'of the trolley-fork. This is indicated in Fig. 2, b designating an arch, and c the side walls thereof.

The trolley-wheel 4 is provided with the usual circumferential peripheral groove to receive the trolley-wire and is of such diameter as when passing the opening at the crossing of the trolley-wires to maintain electric contact with the trolley-wire on which it is operating.

By the provision of the forwardly and rearwardly projecting prongs of the trolleyfork the trolley-wheel is prevented from casually becoming disengaged from the trolleywire either when the car is going forward or backing but the trolley-pole can be lowered as usual when it is desired to disengage the trolley-wheel from the trolley-wire.

When the trolley-wheel passes under the upper trolley-wire a: in a cross-town arch and is opposite the opening in the lower trolleywire a, as shown in Fig. 2, the prongs 6 by reason of the fact that they extend in front and rear of the trolley-wheel, as hereinbefore described, are in position to engage the walls of that arm 'of the arch through which the lower trolley-wire extends should the trolleywheel move laterally, so that the said prongs and the walls of the cross-town arch coact to prevent the trolley-wheel from moving laterally and out of engagement with the lower trolley-wire when opposite the opening therein and under the upper trolley-wire.

It will be observed by reference to Fig. 2 that the width of the opening in the lower wire under the upper wire is very much less than the diameter of the trolley-wheel, so that the wheel when running under the lower wire and passing under the upper wire prevents the fork from moving upwardly so far as to come in contact with the upper wire.

Having thus described my invention, I wire to prevent the fork from moving up claim an ddesire to secure by Letters Patent. wardly so far as to come in contact with the The herein-described arrangement of upper wire when the wheel is passing under crossed trolley-wires at different elevations, i the upper Wire, substantially as described. :5 5 the upper wire being continuous and the In testimony whereof I aflix my signature lower wire having an opening directly bellow in the presence of two witnesses. the upper wire, in combination with a trol eypole having a fork and a trolley-wheel, the AUGUSTUS NEUBERT' said trolley-wheel engaging the lower trolley- Witnesses: IO wire and being of a diameter exceeding the C. ADDISON SWIFT, Width of the space or opening in the lower l ROBERT L. EATON. 

